Summary The Air Canada Douglas DC- 9, C-FTLM, serial number 47022, carrying 5crew members and 86passengers, was taking off from Edmonton International Airport, Alberta, on Runway20. The first officer was the pilot flying. The aircraft accelerated smoothly during the take-off roll. Just after the rotate call, the aircraft passed through a flock of birds. Several thuds were heard, the right engine (JT8D-7) engine-pressure ratio (EPR) and the engine fan speed started decreasing, rhythmic thumping sounds were heard, and the captain saw the left engine EPR indicator fluctuated. The captain called for a reject, took control, closed the throttles, then selected reverse thrust; only the left engine operated in reverse. The first officer deployed the spoilers and advised the tower that they were aborting. Full braking was applied immediately. The aircraft overran the runway onto the grass at about 50knots and continued for about 500feet before coming to a stop directly over the runway centreline lights of Runway12/30. Both engines were then shut down. The flight attendant in charge was briefed, as were the passengers. After determining that there was no fire or other danger, it was decided to keep the passengers on the aircraft until transportation arrived, and the passengers were asked to remain seated. No one was physically injured. The airport emergency response services responded immediately and placed cooling fans on the wheels. The auxiliary power unit was started to ensure communications with the tower and emergency response services and so as not to deplete battery power. While waiting for transportation, the captain walked through the cabin to reassure the passengers and the cabin crew. The passengers disembarked from the aircraft about 30minutes after the incident and were bused to the terminal. The overrun occurred at 2004 mountain daylight time. Ce rapport est galement disponible en franais. Other Factual Information The latest weather observation, taken at 2000 mountain daylight time,1 was as follows: wind 270 true at 8 knots; visibility 15statute miles; scattered cloud at 6000, 12000 and 26000 feet; temperature 7C; dew point 1C; and altimeter setting 29.95inches of mercury. A special observation taken at 2013showed the wind to be 290true at 10knots, with the visibility and the cloud cover the same as reported at 2000. The captain had completed a line check on 20 January 2000 on the DC-9aircraft. The first officer had completed a pilot proficiency check on 03February2000. On the day of the occurrence, both crew members began their duty day in Toronto, Ontario, deadheading from Toronto to Vancouver, British Columbia. Their first flight was to Edmonton, Alberta, lasted about 1.3hours, and was uneventful. It was flown by the captain. Turnaround time at Edmonton was 1.5hours. Both cockpit crew members were well rested. Runway 20 is 11000feet long. From the Air Canada Weight Limitations Max Take-off chart for YEG Edmonton, dated 24January 2000, it was determined that the maximum take-off weight for the aircraft would have been 105800pounds at 7C with the flaps retracted. The actual take-off weight was calculated to be 103 400 pounds, which required that zero flap be used. It is not normal to take off with a zero flap setting, but it is used for take-offs at high aircraft weight and/or high density altitude situations. The calculated V1, VR, and V2 were 151, 153, and 158knots, respectively.2 Except in critical situations, a take-off is continued once the aircraft has reached V1. The data from the flight data recorder showed a sharp drop in the right engine-pressure ratio (EPR) as the aircraft was accelerating through 163knots. About two seconds later, the left engine also decelerated, the result of the throttle being closed. The right engine dropped to idle power and stayed there. Just before reaching idle power, the left engine accelerated as reverse thrust was applied. The take-off was rejected as the aircraft reached about 167knots, with a nose-up attitude of about 7 and with about 3000feet of runway remaining. There was no indication on the flight data recorder of any loss of power from the left engine. Discussions with company personnel suggested that, when one engine fails, there would be a slight momentary EPR fluctuation in the good engine while the air pack is closed. Nothing was found to indicate that an aircraft mechanical anomaly contributed to the occurrence. The brakes worked properly during the reject, as revealed by the tire tracks left on the runway and as related by the flight crew. Company maintenance personnel determined that the right engine was extensively damaged from bird ingestion and that the left engine had some turbine blade damage. Some debris, believed to have been ingested after the aircraft left the runway, was found in the left engine. Bird activity was being reported on the automatic terminal information service (ATIS), and the crew heard the ATIS report before push-back. Both crew were monitoring the ground frequency while taxiing and heard a comment about bird activity from an aircraft that had landed. On switching to tower frequency just before being instructed to taxi to position for take-off, he heard a fragmented transmission - they are off now or they have moved off now - leaving him to believe that the hazard had diminished. The crew were not advised by air traffic control of any bird hazards before departure. The captain selected continuous ignition, which is a standard precaution. The Edmonton International Airport Authority has an active Wildlife Management Program aimed at reducing bird and animal activity at and around Edmonton International Airport. About two weeks before this occurrence, the dry, dead grass along the runways had been burned to rid the area of cover for small rodents, such as mice, which in turn attract gulls and birds of prey. Noise makers near the two runways fire at intervals to scare birds away. The noise makers were active on the evening of 11May 2000. Wildlife Management staff and emergency response services staff patrol the runways hourly during the daytime and, when necessary, shoot birds along the runways. On the day of the occurrence, several gulls were shot near both runways. The birds that were ingested into the right engine were identified as ring-billed gulls.